Threshold plate for railway cars



0d. 14, l947. I E, G, DOKE .l 2,429,182

THRESHLD PLATE FOR RAILWAY cARs Filed Oct. 19, 1944 2 Sheets-Sheet 1 @I I @2" f z' v Q s i am; ml

C. 14, i947. E, G, DOKE 2,429,182

THREsHoLD-PLATE FOR RAILWAY CARS Filed Oct. 19, 19.44 .2 Sheets-Sheet 2 Patented Oct.. 14, 1947 THRESHOLD PLATE FOR RAILWAY CARS Ernest G. Doke, Winnetka, Ill., assignor to Mac- Lean-Fogg Lock Nut Company, Chicago, Ill., a corporation of Illinois Application October 19, 1944, Serial No. 559,3-65

14 Claims.

My invention relates o threshold Plates for railway cars and kespecially for the side door openings of box cars.

Heretofore, the threshold plates have overlapped the end margins of the floor boards at the dooropenings. This has required, for the removal of one or more of the floor boards opposite the doorways, that the threshold plate be removed andsubsequently reinstalled. Therefore, the threshold plates have been removably installed. As the floor boards at the doorways necessarily receive the greatest wear and have to be removed for replacement most often, the labor and annoyance of removing the threshold plate-.and generally both threshold plates have to be removedis a frequently recurring operation. Occasionally the threshold plate will have become deformed under an unusually heavy impact with the result that its removal and re'- placement is attended with additional difculties.

One of the objects of my invention is to provide a threshold plate which adequately serves the purpose of threshold plates in general use, but which permits removal of the adjoining floor boardswithout disturbing the threshold plate.

Because my improved threshold plate may thus be installed more or less permanently, it may be employed to serve as a reinforcement for the bottom of the door frame to compensate for weakening at the region of the doorway resulting from the modern practice of cutting down the vertical flange of the customary side sill angle which, save at the doorway, extends to a considerable heightA above the floor level.

My improved threshold plate is adapted to iit standard freight car constructions without the necessity of any revision or alteration therein. Hence, it may be merchandised as a threshold plate per se for installation in new cars, or ln suitable form, as a replacement for the usual threshold plates in existing cars having any sill construction.

Unlike the usual threshold plate, my improved threshold plate isy susceptible of such modification as to permit the use of floor boards at the door opening which are of the same length, if

desired, as the oor boards beyond the doorway, whether the floor boards, beyond the doorway extend all the way to the inner plane of the side wall or whetherthey extend only tothe inner plane of the side wall lining, as where a filler board is run along the side sill angle beyond the doorway.

The foregoing, together with further objects,

(Cl. 20-6d) features and advantages of my invention, are set forth in the following specific embodiments thereof which are illustrated in the accompanying drawings, wherein:

Fig. 1 is a fragmentary vertical transverse section of a standard railway freight car equipped with my improved threshold plate, the section being taken at the lower portion of the doorway;

Fig. 2 is a plan section taken on the line 2-2 of Fig. 1 showing an end of the doorway and the associated door post;

Fig. 3 is a detail section similar to Fig. 1, but including only the threshold plate and-the immediately adjoining parts, and showing variations of size and sectional contour, as compared to Fig. 1, which variations are likewise adaptable to other disclosed modifications;

Fig. 4 is a plan section, similar to Fig. 2, of

the threshold plate shown in Fig. 3;

Fig. 5 is a detail section showing a modified form of my threshold plate formed in a manner such that the reinforcing angle included in Figs. 1 and 3 is eliminated;

Fig. 6 is a similar section showing another modification of my threshold plate better adapted for installations where the side sill angle is set with its narrow leg horizontal;

Fig. 'l is a similar section showing a further modification adapted for use in a car having a bottom door-track forming Z-bar beneath the threshold;

Fig. 8 is a similar section oi another modication permitting the use of floor boards of maximum length; and

Figs. 9-14, inclusive, are similar sections illustrating still other sectional shapes and structural variations of my improved threshold plate.

ln Figs. 1 and 2 I have shown the standard freight car construction having a side sill stiffening member, usually a so-called bulb angle, I0. A through-running side sill angle il is set with its horizontal flange upon and fixed to the upper flange of the bulb angle l0 and with its vertical flange co-planar with the web of the bulb angle. A doorway l2 is laterally defined by door-posts I3 and closed by sliding door lll which abuts a vertical door-stop l5 and slides on rollers along track (not shown).

Side sheathing il of the car wall overlaps and is fixed to the wide vertical flange l la oi' the side sill angle. A narrow horizontal flange Hb of the sill angle Il may be co-extensive with the upper flange of the stiiening bulb angle l0. An angle I8 is sometimes used to support and rein- 55 force a projecting portion of a threshold plate.

The construction as thus far described is a standard railway car construction. Floor boards 20 opposite the door opening are secured as by bolted clips 2|, like those shown in the patents of J. A. MacLean, No. 2,030,216 of February 11, 1936, and Re. 21,792 of May 6, 1941, which underlie the inner margin of the upper horizontal flange of the stii'ening bulb angle III. In some instances, as will later appear, the clips underlie the horizontal flange of the side sill angle or a horizontal extension flange of my threshold plate. In other instances, the door boards may be bolted to the horizontal flange of the side sill angle or to an extension flange of my threshold plate.

My improved threshold plate T in the form of Figs. 1 and 2 comprises: a top web T-I ilush with. the floor level, a folded lip T-2 at its outer edge embracing the horizontal ange of the threshold-supporting angle I8 within its bight. a return ilange T-3 of the lip, and a ange T-S depending from thev inner edge of the top web T-I, forming an abutment for the ends of the oor boards and terminating at the upper face of the narrow horizontal flange lib of the side sill angle.

As is the usual construction, the vertical flange I Ia of the side sill angle is cut away, as at llc, down to alevel only plate-thickness below the floor level intermediate the door posts I3. Otherwise the vertical ange IIa would obstruct the bottom of the doorway. 'I'he web T-I of the threshold plate rests upon the bottom edge of the cut-away portion I Ic of the side sill angle.

The shelf-like portion o: the narrow horizontal flange i Ib of the side sill angle, which extends inwardly of the abutment ilange T-5, forms a seat on which the end margins of the floor boards 2li rest. The lower margin of the abutting flange T-5 is xed as by welding T-S to the horizontal ange IIb of the side sill angle. The lip of the threshold plate may also be fixed as by welding T-l to the threshold-supporting angle I8, although this may be dispensed with in view of the interlocking of the folded lip with the upper ange of the angle I8. Also, the ends of the top web T-I and the abutting flange T-S are preferably welded, as at T-8, to the doorpost. As a result, the threshold plate, as complemented by the side sill angle I I, forms a rigid, boX-Iike structure xed at its ends to the door. post reinforcing the bottom of the door openof the door boards. As a consequence, there is ing and compensating for the weakening eiect of the cut-away portion Ilc of the side sill angle upon the sill structure at the doorway whichbeing at the mid-point of the car-is where the sill structure should be the strongest.

This sill structure reinforcing function of my threshold plate is made possible because the threshold plate can bev permanently fixed to other members of the sill structure and to the doorposts, and that 'permanent ixing in turn is made possible because the iloor boards can be removed Without removing the threshold plate and therefore the threshold plate may be more securely and rigidly fixed than could be done by removable fastenings.

Because the inner margin of my threshold plate does no t lie upon the oor boards, as has been the previous practice, but supports itself directly from the side sill angle II, any impacts upon the upper exposed surface of the threshold plate are borne directly by the threshold plate and the side sill angle rather than yieldingly through the. cushioning effect of the somewhat soft wood no tendency of the threshold plate to ilex. due

to the yielding support, and thereby gradually work loose or break under fatigue of ilexing in the course of continued impact of traffic.

Withv my improved threshold plate,` when the iloor boards are to be removed for repair, replacement or other purpose, vit is necessary merely to remove the nuts from the bolts which hold the clips 2l to remove or swing aside the clips, whereupon the boards may be lifted out. It is unnecessary to disturb the threshold plates, much less to remove them and again reset them when the floor boards are put back.

It will be noted that the use of my improved threshold plate requires no change in the standard car structure, and therefore my threshold plate may be used in standard new car construction or as a replacement for the threshold plates of existing car constructions.

Also, it will be noted that my threshold plate is very simple in construction; it is comparatively easy to make from either rolled or formed sections and does not even require bolt or rivet holes therein. The heads of the iloor boardsecuring bolts are set entirely in wood ,so that the bolts can, from time to time, be tightened .up to hold the heads tightly within the wood,

'whereas in the usual threshold plates the heads of the floor board bolts were countersunk in the threshold plate, and any looseness developing because of diminishing thickness of the end margins of the oor boards due to continued impact upon the overlying threshold plate, could betaken up only by tightening the bolts to such an extent as to pull the threshold plate into a deformed downward position and out of its horizontal plane.

Another advantage of my threshold plate is that the exposed horizontal face of the threshold plate may be co-planar with the floor boards and therefore presents no obstruction to dragging crates and the like across the iioor and onto the threshold plate, whereas previously the overlapping of the threshold plate presented van obstruction.

By forming my threshold plate from a rolled section, such as an angle or Z-bar, I am enabled to secure a full square corner where the top web T-5 (Fig. l) joins the top surface of the floor boards, to the exclusion of any dirtcollecting groove. (Compare with Fig. 3 where a bent form is shown.)

In Figs. 3 and 4 I have shown my threshold plate installed in 'a car where the side sill angle II has been placed with its narrow flange IIa vertical and its Wide ange IIb horizontal. Here the narrow, vertical ange Ila' is similarly cut away at IIc for the door opening. The ends of the floor boards rest upon the wide, horizontal ange I Ib'. Because the wider flange IIb* pro vides a wider shelf-like seat for the iioor boards, the top web T-I of the threshold plate may be made wider to bring the abutment flange T-S farther into the car, as shown in Figs. 3' and 4. In this arrangement, the distance of the abutment flange T-5 inwardly from the narrow, vertical flange Ila' of the side sill angle II agrees with the width of the ller board often installed at the bottom of the side walls and Within the angle of the side sill angle II beyond the doorway. To provide conformation of the threshold plate to the door frame structure, the top web T-I is cut to extend along two sides of the door posts I3. Since, in such a standard construcrlk 5 tion, the floor boards abut the filler boards, it follows that by the use of my improved threshold platein the form and installation of Fig. 3, all

' of the floor boards, including those opposite the doorways, may be of the same length.

In Fig. I have shown a modified form oi' my threshold plate as being formed from ilat stock and which eliminates the use of the thresholdsupporting angle I8 of the previously discussed figures. In the form of Fig. 5, the return flange T-3 of the folded lip-is extended into a downward, vertical flange T-4 which lies against the outer face of the sill structure-and particularly against the outer face of the side sill angle II and a lportion of the stiening bulb angle I0, being welded along one edge to the latter. This provides support for the outwardly extended folded lip of the threshold plate.

In Fig. 6 I have shown; a modified form of my threshold plate calculated to give a wider shelflike seat for the ends of the floor boards where the side sill angle II would itself provide a relatively narrow seat, as in Fig. 1, because of the side sill angle being set .with its narrow flange horizontal. This modification involves the inward, horizontal extension of the threshold plate from the lower edge of the abutment ilange T-ii. This horizontal extension T-9 underlies the bottom end margins of the floor boards and forms a wider seat therefor. It is preferably offset as indicated at T-9 at the inner edge ofthe narrow horizontal flange IIb of the side sill angle. In Fig. 7 I have shown a modification of the lip portion of my threshold plate adapted for use in those cars employing a lower track for the door'iminediately beneath the threshold. The lower track 22 is in the form of a Z-bar with its web disposed horizontally to form the track itself land the inner, vertical, upstanding flange secured to the outer face of the vertical flange of the side sill angle II. Here the lip is folded through less than 180 with the result that the return flange T-3' is oblique and terminates in the bight of the Z-bar, giving the outwardly extending lip its support.` This modified form of my threshold plate also includes a stiffening flange T-lll extending along the edge of the horizontal extension T-S. The use of a flange such as-T--III is optional and dependent upon the stiffness desired. When used, the clips 2| engage the edge of the flange.

In Fig. 8 I have shown another modification of my threshold plate in which the top web T-I is considerably narrower to bring the abutment flange 'IC-5' against the inner face of the vertical flange of the side sill angle. In this form the abutment flange T--E may continue into a wide, horizontal extension T-9 underlying the ends of the floor boards for the purpose of more securely fixing the threshold plate or for the purpose of providing a wider shelf-like seat for the ends of the floor boards, or for both purposes. As shown in Fig. 8, the rivets which customarily hold the threshold-supporting angle I8 to the side sill angle II may pass through the abutment flange T--5 as the means, or as an additional means, for securing the threshold plate. One advantage of the modification of Fig. 8 is that when used in a car where the floor boards 'beyond the doorways are full length to extend to the vertical flanges of the side sill angle II (eliminating the filler board previously mentioned) the iioor boards at the doorway may likewise be of full length, so that all floor boards are of equal length.

Fig. 9 shows a form of my threshold plate somehorizontal flange T-ii of Fig. '7 is eliminated and the wide, horizontal flange IIb serves as a support for the ends of the floor boards. Also, the return flange T-3" extends vertically to support the extending lip of the threshold plate and desirably is welded at T-B to the surface of the Z-bar 22.

The modification of my improved threshold plate which is shown in Fig. 10 is similar to that shown in Fig. 3, except that the lip T-2' terminates flush with the end of the horizontal flange oi the supporting angle I8, and is welded thereto along the projecting edge T-I I. The welded edge is, of course, preferably ground smooth and rounded after thewelding has been done.

Fig. 11 illustrates a modified form of my th'reshold plate in which the lip T--2' and lip supporting structure are similar to those of Fig. 10, except that the supporting angle I8' is illustrated as being made of formed at stock. This form of my threshold plate, however, is adapted to be made of formed ilat stock and to provide an end support for the floor boards 20 in instances such as might be encountered when a relatively wide threshold web T-I is desired and the horizontal flange I Ib of th'e side sill is narrow. To this end,

an inner supporting end portion T-I2 of the l abutment for the ends of the floor boards, while the projecting portion T--I5 provides a floor board support.

The various modifications of my improved threshold plate which have been described thus far have been shown and described in their adaptations to somewhat similar types of railway car sill construction. Naturally, it is desirable that the threshold plate construction and its installation should harmonize with car side sill structure and other variations of particular cars, as has been pointed out. The-modifications described illustrate the versatility of my improved threshold plate with respect tothe choice of rolled or formed sections, as well as in ability to be adapted to various car constructions and desired results.

There are, in spite of such variations or modifications, certain fundamental features of my invention which are maintained in the .variousforms. For example,lall of the forms shown in Figs. 1 to 11 inclusive, except the modification shown in Fig. 8, incorporate a threshold plate having a section related to and coacting with the side sill of th'e car to form a strong reinforcing structure 0f the box-like section at the mid-portion of the railway car where the side sill must Vadaptation of my improved threshold plate, in-

cluding the various features which have been particularly pointed out, to railway car side sills varying in structure from those previously disclosed.

In the form disclosed in Fig. 12, a sill 25 'has l 7 a wide, inwardly extending top flange 25h and a downwardly extending side flange 25a. The abutment flange T5 oi the threshold plate is welded at T--6 to the top of the sill flange 25h,

which ange extends beyond the abutment flange to provide an end support for oor boards. The return ange 'I1-I3" of the folded lip extends obliquely and terminates in an angularly disposed end portion T-IS resting on the surface of the sill 25.

When the sill 25 has a narrow inwardly extending top ange, such as 25h' in Fig. 13, the boxlike section, desirable for adding strength to the sill structure, as well as a horizontal extension for floor board support are provided by a unitary threshold plate structure. In this form, an end portion T-IB which adjoins the return flange T|3" extends inwardly beyond and adjacent the end of the abutment flange T- to form a base resting on the top of the sill 25 and extending inwardly to provide a horizontal floor board supporting extension T-S. The abutment flange T5 is welded to the end support T-IB at T-I9, and the end portion T-l 8 may be welded to both sides of the sill flange 25h', as at T-20 and T-2 l..

Fig. 14 shows the adaptation of my threshold plate to a car structure in which the side sill Il is reversed with respect to the bulb angle l0 and a plate 21 secured between the side sill and bulb angle flanges projects inwardly therefrom to provide an end support for the floor boards. In this modification, the supporting angle I8' .is welded at 28 to the flange of the side sill. The structure of the threshold plate is similar to that shown in Fig. 3, and the abutment flange is welded` at T-G to the plate 2l to secure one side thereof, while the web T-I extends across the cut portion of the side sill flange Ila and has its lip end gripping the supporting angle.

From the foregoing disclosure it may be understood that I have provided an improved threshold plate adaptable to many varying installations and having numerous advantages in those adaptations. Among those advantages is the fact that `all of the various forms of my threshold plate permit the removal of the floor boards of th'e railway car without removing or disturbing the threshold plate. Another advantage of my improved threshold plate is that it provides a surface which is substantially flush with the surface of the floor. A very important advantage of my threshold plate arises from the fact that in cooperation with the side sill structure of the car it provides a box-like reinforcing section at the 1 mid-portion of the car and co-extensive with the `portion of the side sill which is cut away and thereby weakened to accommodate the door opening. It is also pertinent to note that, when desired, the structure of my threshold plate may be such that all the floor boards of the car may be of the same length.

While I have illustrated and described these several specific embodiments of my invention, I contemplate that many changes and substitutions may be made without departing from the scope of my invention.

I claim:

l. A threshold plate forl a railway car having aside sill structure with a vertical web extending up substantially to the floor level at the door opening and a horizontal flange extending inwardly from the web substantially at floor board thickness below the floor level forming a ledge for supporting the floor boards at their end margins, the threshold plate having a horizontal web at floor level and .protruding lipwise outwardly of the car side and extending a. consderable distance inwardly from said vertical web of the sill, and having a depending flange at the inner edge of the horizontal vweb thereof which is abutted by the end edges of the floor boards, whereby the threshold plate is in nonoverlapping relation to the floor boards.

2. In combination with a' threshold structure for side doorways of freight cars including a side sill angle having a vertical flange extending upwardly to substantially floor height and a horlzontal flange extending inwardly at substantially floor-board thickness below the floor level. a threshold plate having a horizontal web at floor height of a width such that it extends across said vertical flange, said threshold plate having a flange depending from the inner edge of the web and resting upon said horizontal flange of the side sill angle at a mid-position of its width, the depending flange abutting the ends of the floor boards and said horizontal flange, inwardly of the depending flange, forming a shelf-like seat for the end margins of the floor boards.

3. A threshold structure according to claim 2 wherein the threshold plate is secured to the side sill angle longitudinally along the inner and outer sides of the threshold plate and side sill, whereby they mutually complementto form a tubular, structure of rectangular cross section to reinforce the side sill at the doorway.

4. A threshold structure according to claim 2 placed between door posts of the freight car doorway and wherein an innermargin of the depending flange of the threshold plate is welded longitudinally along' and to the horizontal flange of the side sill and the threshold plate web is welded at its ends to the door post whereby to form a box-like rstructure reinforcing the side sill at the doorway.

5. The combination with a railway car side doorway construction including a side sill reinforcing member having an inwardly extending upper horizontal flange, a through-running main side sill angle having a horizontal, inwardly extending lower flange lying upon and fixed to said upper flange of the reinforcing member and having an upwardly extending, vertical flange at the outer plane of the car side wall, and door posts laterally defining a doorway, the vertical flange of the side sill angle being out, down to plate-thickness below floor level between the door posts, of a threshold Aplate extending between the door posts and comprising a horizontal top web set flush 'with the floor level and overlying the cut-away upper edge of the vertical flange of the sill angle, and extending outwardly therebeyond as a lip and inwardly therefrom to an inner edge above a mid-line of the horizontal flange of the sill angle, and a vertical, flange depending from said inner edge to the horizontal flange of the sill angle leaving a width of said horizontal flange of the sill angle inwardly of the depending ange for supporting the end margins of oor boards, the ends of whichA are abutted by the depending flange.

7. The combination of claim` wherein th upper vertical flange of a lower door track is fixed to the outer face of the sill structure and a horizontal flange of the track outstands therefrom to forman upwardly and outwardly opening bight, and wherein the plate lip is extended to provide return bend into the bight to support the lip therefrom.

8. The combination of claim 5 wherein the horizontal flange of the side sill angle is relatively narrow, and the plate includes a horizontal extension extending inwardly from the lower edge of the depending flange and beyond the inner edge of the horizontal flange of the side sill angle to form a wider seat for the floor boards.

9. A threshold plate for the side doorway of a railway freight car having a side sill with an angle member secured thereto below the door way and serving as a lower door track, comprising a wide horizontal top web to lie substantially flush with the car floor, a vertical flange depending along and from the inner edge of the web substantially floor board thickness therebeneath, to abut the ends of the floor boards, and a down-A wardly bent flange to form a folded outstanding lip along the outer edge of the web, the flange extending downwardly and inwardly to enter the bight of said angle member.

10. A threshold plate for the side door of a railway car having a longitudinally extending side sill angle -with a horizontal flange thereon, the plate having substantially a Z cross section and comprising an upper horizontal flange with a downward bend at its outer edge to form a lip, an intermediate vertical flange depending substantially floor board thickness from the inner edge of the upper flange, andra lower flange extending horizontally inwardly from the lower edge of the intermediate flange to form a ledge for floor boards with their ends abutting the intermediate flange, said threshold plate and side sill angle being disposed with their bights facing one another, the lower flange of the-threshold plate lying flatwise upon the horizontal flange of the angle and extending horizontally inwardly therebeyond.

11. The combination with a railway car side doorway construction including a through-running main side sill angle having a horizontal and inwardly extending lower flange and having an upwardly extending flange at the outer plane of the car side wall, and door posts laterally delining a doorway, the upwardly extending flange of the side sill angle being cut down to plate thickness below floor level between the door posts, of a threshold plate extending between the door posts and comprising a horizontal `top web set substantially flush with the floor level and overlying the cut-away upper edge of the upwardly extending flange of the sill angle, and extending outwardly there-beyond as a lip and lnwardly therefrom to an inner edge above the horizontal flange of the sill angle, and a vertical flange depending from said inner edge to the horizontal flange of the side sill angle, said threshold plate having an additional inwardly extending flange projecting beyond said horizontal flange of the 10 side sill angle to provide a support for the end margins of floor boards, the ends of which floor boards abut the depending flange, whereby the floor vboards may be upwardly removed without removing the plate. v

12. A threshold plate adapted for use at the side doorway of a'railway freight car having a side sill angle including vertical and horizontal flanges with the vertical flange extending up wardly and partially cut away at the doorway and comprising, in combination, a horizontal top web adapted to be mounted flush with the floor level and to overlie the partially cut away portion of the vertical flange of the sill angle, and to extend outwardly therebeyond as a lip and inwardly therefrom to an inner edge above the horizontal flange of the sill angle, and a vertical flange of a height to extend from sai'd inner edge to the horizontal flange of the sill angle at a position such that it leaves a width of said horizontal flange of the sill angle inwardly of the depending flange for supporting the end margins of floor boards.

13. A threshold plate adapted forl use at the side doorway of a railway freight car having a side sill angle including vertical and horizontal flanges with the vertical flange extending upwardly and partially cut away at the doorway and comprising, in combination, a horizontal top web adapted to overlie and rest against thepar7 tially cut away portion of the vertical flange of the sill angle, and to extend outwardly therebeyond as a lip and-inwardly therefrom to an inner edge above the horizontal flange of the sill angle and spaced from the vertical flangeof the sill angle, a vertical flange of a height to extend from said inner edge to the horizontal flange of the sill angle. and an additional flange extending inwardly from the vertical flange of the plate beyond the horizontal flange of the sill angle to provide a seat for the end margins of floor boards.

14. Athreshold plate for the side doorway of a railway car having a longitudinally extending side sill angle and door posts laterally defining the doorway, said threshold plate comprising a flat web of a length to fit between the door posts, a flange integral with the web and angularly disposed relative thereto,l said web and said flange being secured to said side sill angle at separated positions so as to form therewith a reinforcement of tubular section extending across the doorway. l

' ERNEST G. DOKE.

REFERENCES CITED The following references are of record in the flle of this patent:

UNITED STATES PATENTS Number Name Date 2,041,007 Maclland May 19, 1936 Re. 22,633 Nystrom Apr. 17, 1945 1,982,270 Tobin Nov. 2'7, 1934 Y 1,830,388 Dorey Nov. 3, 1931 2,313,106 Wasberg Mar. 9, 1943 

